US4836161A - Direct fuel injection method for a diesel engine - Google Patents
Direct fuel injection method for a diesel engine Download PDFInfo
- Publication number
- US4836161A US4836161A US07/105,582 US10558287A US4836161A US 4836161 A US4836161 A US 4836161A US 10558287 A US10558287 A US 10558287A US 4836161 A US4836161 A US 4836161A
- Authority
- US
- United States
- Prior art keywords
- preinjection
- crank angle
- beginning
- main injection
- idling
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
- F02D41/402—Multiple injections
- F02D41/403—Multiple injections with pilot injections
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
- F02B3/10—Engines characterised by air compression and subsequent fuel addition with compression ignition with intermittent fuel introduction
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M45/00—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship
- F02M45/02—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts
- F02M45/04—Fuel-injection apparatus characterised by having a cyclic delivery of specific time/pressure or time/quantity relationship with each cyclic delivery being separated into two or more parts with a small initial part, e.g. initial part for partial load and initial and main part for full load
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
- F02B2275/14—Direct injection into combustion chamber
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Definitions
- the invention relates to a direct fuel injection method of the type using a pre and a main fuel injection for a diesel engine.
- U.S. Patent specification 2,356,627 describes such a method in which a preset quantity of fuel is introduced, subdivided into a pre and a main injection, into the combustion space of the internal combustion engine.
- the beginning of the preinjection occurs in this process approximately 14° before top dead center of ignition and lasts approximately until 10° before top dead center. After a pause of approximately 9°-10° crank angle, the main injection finally begins approximately before top dead center.
- the above document only carries the information that the preinjection quantity can be both smaller than, equal to or also greater than the main injection quantity.
- Patent specification 2,356,627 it is also provided to select the preinjection quantity and the interval between the end of preinjection and the beginning of the main injection in such a manner that the main injection jet still finds in the combustion space an open flame from the preinjection quantity which is just being converted.
- this type of fuel injection reduces the pressure gradient during the combustion of the main injection quantity, and thus also the combustion noise, cracking of individual fuel molecules introduced with the main injection quantity can very easily occur as a result of the open flame in the combustion space.
- the invention is therefore based on the objects of creating a fuel injection method by means of which a short ignition delay and an increase in mixture forming energy can be achieved while mantaining the lowest possible specific fuel consumption.
- preinjection is initiated within the range of 10°-16° crank angle before piston top dead center position, main injection is initiated after 2° crank angle after piston top dead center, the interval ( ⁇ p) between the end of preinjection and the beginning of main injection is between 3° and 14° crank angle, and the preinjection quantity is between 10% and 20% of the total preinjection and main injection quantity of idling load.
- preinjection is initiated within the range 20°-30° crank angle before piston top dead center position
- main injection is initiated after 15° crank angle before top dead center
- the interval ( ⁇ p) between the end of preinjection and the beginning of main injection is between 3° and 26° crank angle
- the preinjection quantity is between 1% and 5% of the total preinjection and main injection quantity.
- the preinjection at initial idling speeds is dispensed with and fuel is supplied only by the main injection.
- the idling speed preinjection described above is then initiated at engine speeds shortly above the initial idling speed.
- the preinjection and main injection timing vis-a-vis the piston crank angle is continuously adjusted as a function of engine speed within the above-noted limits for idling and rotational speed at maximum power and as a function of engine load within the above-noted limits for idling and full load.
- the preinjection quantity is very small and reaches the combustion space only relatively late, only extremely slight additional energy needs to be expended by the piston as a result of which an advantageous specific fuel consumption of the internal combustion engine is obtained.
- a further advantage of a relatively later injection of the very small preinjection quantity results from the fact that this fuel reaches the combustion space at a time at which a high compression pressure is already present.
- the preinjection quantity therefore ignites early and completely burns within a short time interval due to its small quantity so that the main injection can take place at only a slight interval after the end of the preinjection.
- a relatively high temperature level occurs in the combustion space before the main injection and, on the other hand, the gases located in the combustion space have an increased flow velocity.
- rapid evaporation of the injected fuel and, due to the increased flow velocity good homogenization of the cylinder content is achieved after the beginning of the main injection.
- Rapid evaporation of the fuel and good formation of the mixture require a short ignition delay by means of which the rate of heat release is lowered at the beginning of the combustion of the main injection as a result of which less heat can also flow off into the cooling water.
- the burning out of the fuel is accelerated by reaction products from the preinjection so that the combustion process occurs at a relatively constant rate of heat release.
- the small ignition delay also leads to the pressure in the combustion space not being able to rise to values which are too high as a result of which the peak temperature in the combustion space and thus the formation of nitrogen oxide is clearly lower compared with conventional direct injection methods.
- Another advantage of the injection of as low a preinjection quantity as possible arises from the fact that a relatively large supply of fresh air is still available in the combustion space at the time of the beginning of the main injection so that no significant increase in the formation of particulate matter occurs.
- An effect which is also advantageous for particulate emission is that, with the method according to the invention, complete conversion of the preinjection quantity is always ensured, starting from the lower speed range up into the range of rotational speed at maximum power before the beginning of the main injection.
- a strictly predetermined blackening number an increased effective mean pressure and, at the same time, naturally also an increased internal combustion engine performance can thus be achieved.
- a speed-dependent displacement of the beginning of preinjection and of the beginning of main injection in the manner according to the invention has the advantage that the conversion of the main injection quantity always occurs at the optimum time with respect to the efficiency of the internal combustion engine.
- Another advantage of the direct injection method according to the invention arises from the fact that the compression ratio of the internal combustion engine can be reduced in the direction of a value which is optimum with respect to thermal and mechanical efficiency without having to fear an increased ignition delay and the associated disadvantages.
- FIG. 1 is a graph schematically depicting the injection pump opening and timing of preinjection and main injection as a function of engine piston crank angle, in accordance with preferred embodiments of the present invention.
- FIG. 2 is a schematic representation of a fuel pump and control arrangement for practicing the present invention.
- FIG. 1 the rotation of a crankshaft of a diesel engine is plotted in ° crank angle on the abscissa 2 and the aperture cross-section A D of a multi-hole nozzle, used for injection into the combustion space, of a monobloc injection pump and nozzle device controlled via an electronic control unit is plotted along the ordinate 3 of FIG. 1. See FIG. 2 and the description below of an injection pump and control system that can be used to practice the method of the present invention.
- FIG. 1 depicts the time history of the fuel injection, the rectangle 4 representing the preinjection and the rectangle 5 representing the main injection. So that only as small as possible a quantity of fuel can reach the combustion space during the preinjection, only a minimum cross-section A Dmin is released at the injection nozzle in this period whereas, in contrast, the full opening cross-section A Dmax is released during the main injection.
- ⁇ V designates the position of the beginning of the preinjection before ignition top dead center
- ⁇ p designates the interval between the end of the preinjection and the position ⁇ H of the beginning of the main injection before ignition top dead center.
- ⁇ V , ⁇ P and ⁇ H are dependent on the speed of the internal combustion engine.
- ⁇ V is approximately 10°-16° crank angle at idling speed and ⁇ H is approximately -2° crank angle, that is to say the beginning of main injection occurs here approximately 2° after ignition top dead center.
- ⁇ V is approximately 20°-30° crank angle and ⁇ H approximately 15° crank angle.
- the individual injection times are continuously adapted to the respective speed within the limits previously described, that is to say the beginning of the pre-injection shifts in the direction of ignition top dead center with dropping speed of the internal combustion engine, starting from approximately 20°-30° crank angle before ignition top dead center at rotational speed at maximum power to approximately 10°-16° crank angle before ignition top dead center at idling speed.
- the beginning of main injection is also continuously advanced with increasing speed, starting from approximately 2° crank angle after ignition top dead center at idling speed to approximately 15° crank angle before ignition top dead center at rotational speed at maximum power.
- the interval ⁇ P between the end of preinjection and the beginning of main injection occurs within the range from 3°-14° crank angle at idling speed and within the range from 3°-26° crank angle at rotational speed at maximum power, the lower value (30°) applying in each case to the full load range and the higher value (14° or 26°, respectively) applying to the idling range.
- the preinjection quantity With a cylinder working volume of 300 cm 3 up to 5,000 cm 3 , the most advantageous value for the preinjection quantity referred to a fuel density of 0.84 g/cm 3 are approximately 0.5 mg fuel/stroke up to approximately 15 mg fuel/stroke. Referred to the entire quantity of fuel injected per stroke, the preinjection quantity amounts to approximately between 10%-20% at idling load and 1%-5% at full load.
- FIG. 2 shows in a basic representation a known monoblock injection pump and nozzle device 10 which is electronically controlled via a control unit and by means of which the method according to the invention can be carried out.
- a regulating value (dashed arrow 18), which moves a solenoid valve 12 arranged at the monobloc injection pump and nozzle device 20 either into the closing or into the opening position (2/2-way valve), is generated by an electronic control unit 11 as a function of the load L and the speed n of the internal combustion engine.
- the quantity of fuel injected into the combustion space of the internal combustion engine depends on the closing period of the solenoid valve 12, this time interval being so short in the case of the prinjection according to the invention that the needle valve of the injection nozzle 17 is lifted off only to a minimum extent (A Dmin ) whereas during the main injection, a maximum needle valve stroke, that is to say a maximum cross-sectional area A Dmax , is achieved due to the longer closure time of the solenoid valve 12.
- Tables 1, 2 and 3 relate to a test engine with cylinder/piston displacement volume of 550 (cm 3 cubic centimeters).
- Table 1 depicts the engine operating conditions at part-load (piston pressure approximately 1 atmosphere) as a function of engine rotational speed and
- Table 2 represents the engine operating conditions at full load (piston pressure approximately 7 atmospheres) as a function of engine rotational speed.
Abstract
Description
TABLE 1 ______________________________________ PARTLOAD OPERATION Engine Rotational Speed - (Rev./Min.) 1000 2000 3000 4000 ______________________________________ Pre-Injection Quantity 1.0 1.2 1.2 1.4 (mm.sup.3 /Stroke) Total Injection Quantity 9.7 10 10.5 12 (mm.sup.3 /Stroke) Ratio of Pre-Injection 10.3 12 11.4 11.7 To Total Injection Quantity (%) αV (° before TDC) 16 18 23 30 αP (°) 12 12 15 15 αH (° before TDC) 2 4 6 14 ______________________________________
TABLE 2 ______________________________________ FULL LOAD OPERATION Engine Rotational Speed - (Rev./Min.) 1000 2000 3000 4000 ______________________________________ Pre-Injection Quantity 1.0 1.2 1.2 1.4 (mm.sup.3 /Stroke) Total Injection Quantity 29 31.6 30.7 29 (mm.sup.3 /Stroke) Ratio of Pre-Injection 3.4 3.8 3.9 4.8 To Total Injection Quantity (%) αV (° before TDC) 16 18 22 28 αP (°) 12 12 15 15 αH (° before TDC) 2 4 5 12 ______________________________________
Claims (8)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE3634295 | 1986-10-08 | ||
DE3634295 | 1986-10-08 |
Publications (1)
Publication Number | Publication Date |
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US4836161A true US4836161A (en) | 1989-06-06 |
Family
ID=6311327
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US07/105,582 Expired - Lifetime US4836161A (en) | 1986-10-08 | 1987-10-08 | Direct fuel injection method for a diesel engine |
Country Status (4)
Country | Link |
---|---|
US (1) | US4836161A (en) |
JP (1) | JP2724710B2 (en) |
FR (1) | FR2605055B1 (en) |
GB (1) | GB2196058B (en) |
Cited By (42)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5101785A (en) * | 1990-03-08 | 1992-04-07 | Toyoto Jidosha Kabushiki Kaisha | Control device for an internal combustion engine |
US5265562A (en) * | 1992-07-27 | 1993-11-30 | Kruse Douglas C | Internal combustion engine with limited temperature cycle |
US5365902A (en) * | 1993-09-10 | 1994-11-22 | General Electric Company | Method and apparatus for introducing fuel into a duel fuel system using the H-combustion process |
US5609131A (en) * | 1995-10-11 | 1997-03-11 | The United States Of America As Represented By The Administrator Of The U.S. Environmental Protection Agency | Multi-stage combustion engine |
US5740776A (en) * | 1996-01-20 | 1998-04-21 | Daimler-Benz Ag | Method of operating an internal combustion engine |
US5740775A (en) * | 1995-10-02 | 1998-04-21 | Hino Motors, Ltd. | Diesel engine |
EP0886050A3 (en) * | 1997-06-18 | 1999-08-11 | Toyota Jidosha Kabushiki Kaisha | Compression-ignition type engine |
US6125796A (en) * | 1998-02-18 | 2000-10-03 | Caterpillar Inc. | Staged injection of an emulsified diesel fuel into a combustion chamber of a diesel engine |
US6363315B1 (en) | 2000-07-13 | 2002-03-26 | Caterpillar Inc. | Apparatus and method for protecting engine electronic circuitry from thermal damage |
US6363314B1 (en) | 2000-07-13 | 2002-03-26 | Caterpillar Inc. | Method and apparatus for trimming a fuel injector |
WO2002029231A1 (en) * | 2000-10-02 | 2002-04-11 | Nissan Motor Co., Ltd. | Fuel injection control apparatus for a diesel engine |
US6371077B1 (en) | 2000-07-13 | 2002-04-16 | Caterpillar Inc. | Waveform transitioning method and apparatus for multi-shot fuel systems |
US6386176B1 (en) | 2000-07-13 | 2002-05-14 | Caterpillar Inc. | Method and apparatus for determining a start angle for a fuel injection associated with a fuel injection signal |
US6390082B1 (en) | 2000-07-13 | 2002-05-21 | Caterpillar Inc. | Method and apparatus for controlling the current level of a fuel injector signal during sudden acceleration |
US6405704B2 (en) | 1992-07-27 | 2002-06-18 | Kruse Technology Partnership | Internal combustion engine with limited temperature cycle |
US6415762B1 (en) | 2000-07-13 | 2002-07-09 | Caterpillar Inc. | Accurate deliver of total fuel when two injection events are closely coupled |
US6450149B1 (en) | 2000-07-13 | 2002-09-17 | Caterpillar Inc. | Method and apparatus for controlling overlap of two fuel shots in multi-shot fuel injection events |
US6453874B1 (en) | 2000-07-13 | 2002-09-24 | Caterpillar Inc. | Apparatus and method for controlling fuel injection signals during engine acceleration and deceleration |
US6467452B1 (en) | 2000-07-13 | 2002-10-22 | Caterpillar Inc | Method and apparatus for delivering multiple fuel injections to the cylinder of an internal combustion engine |
US6480781B1 (en) | 2000-07-13 | 2002-11-12 | Caterpillar Inc. | Method and apparatus for trimming an internal combustion engine |
US6516773B2 (en) | 2001-05-03 | 2003-02-11 | Caterpillar Inc | Method and apparatus for adjusting the injection current duration of each fuel shot in a multiple fuel injection event to compensate for inherent injector delay |
US6516783B2 (en) | 2001-05-15 | 2003-02-11 | Caterpillar Inc | Camshaft apparatus and method for compensating for inherent injector delay in a multiple fuel injection event |
US6606974B1 (en) | 2000-07-13 | 2003-08-19 | Caterpillar Inc | Partitioning of a governor fuel output into three separate fuel quantities in a stable manner |
US6619033B2 (en) * | 2000-06-21 | 2003-09-16 | Daimlerchrysler Ag | Method for operating a combustion engine having an exhaust-gas turbocharger |
US20040007203A1 (en) * | 2002-07-09 | 2004-01-15 | Rasmussen Jason J. | Method of utilizing multiple fuel injections to reduce engine emissions at idle |
US6705277B1 (en) | 2000-07-13 | 2004-03-16 | Caterpillar Inc | Method and apparatus for delivering multiple fuel injections to the cylinder of an engine wherein the pilot fuel injection occurs during the intake stroke |
US6820415B2 (en) * | 2002-01-11 | 2004-11-23 | Daimlerchrysler Ag | Method for operating an internal combustion engine using exhaust gas purification system, and internal combustion engine |
US20050098149A1 (en) * | 2002-05-14 | 2005-05-12 | Coleman Gerald N. | Air and fuel supply system for combustion engine |
US20050241302A1 (en) * | 2002-05-14 | 2005-11-03 | Weber James R | Air and fuel supply system for combustion engine with particulate trap |
US20060201476A1 (en) * | 2003-09-25 | 2006-09-14 | Gotz Brachert | Method for operating an internal combustion engine |
US20070089416A1 (en) * | 2002-05-14 | 2007-04-26 | Weber James R | Combustion engine including engine valve actuation system |
US20070144175A1 (en) * | 2005-03-31 | 2007-06-28 | Sopko Thomas M Jr | Turbocharger system |
US20070220884A1 (en) * | 2004-11-30 | 2007-09-27 | Savage Patrick W Jr | Divided housing turbocharger for an engine |
US7322339B1 (en) * | 2006-09-11 | 2008-01-29 | Gm Global Technology Operations, Inc. | Apparent torque reserve at idle for direct injected engines |
US20080121218A1 (en) * | 2004-12-13 | 2008-05-29 | Caterpillar Inc. | Electric turbocompound control system |
US20090299587A1 (en) * | 2008-05-30 | 2009-12-03 | Honda Motor Co., Ltd. | Control system for internal combustion engine |
US20090310218A1 (en) * | 2006-11-30 | 2009-12-17 | Tomoko Hane | Polarizing plate protective film, polarizing plate, and resistive touch panel |
US20120000441A1 (en) * | 2010-06-30 | 2012-01-05 | Mazda Motor Corporation | Diesel engine for vehicle |
US8215292B2 (en) | 1996-07-17 | 2012-07-10 | Bryant Clyde C | Internal combustion engine and working cycle |
CN106917693A (en) * | 2015-12-24 | 2017-07-04 | 马自达汽车株式会社 | The fuel injection control device and device of compression self-ignition engine |
CN106917694A (en) * | 2015-12-24 | 2017-07-04 | 马自达汽车株式会社 | The fuel injection control device and device of compression self-ignition engine |
CN106917695A (en) * | 2015-12-24 | 2017-07-04 | 马自达汽车株式会社 | The fuel injection control device and device of compression self-ignition engine |
Families Citing this family (3)
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EP0621400B1 (en) * | 1993-04-23 | 1999-03-31 | Daimler-Benz Aktiengesellschaft | Air compressing injection internal combustion engine with an exhaust gas treating device for reducing nitrous oxides |
SE522624C2 (en) * | 2001-03-29 | 2004-02-24 | Volvo Teknisk Utveckling Ab | A method for controlling the injection of a fluid into an internal combustion engine |
AU2003901841A0 (en) * | 2003-04-16 | 2003-05-01 | Orbital Australia Pty Ltd | An improved fuel reformer and mixing chamber therefor |
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DE902334C (en) * | 1942-12-29 | 1954-01-21 | Kloeckner Humboldt Deutz Ag | Injection internal combustion engine which is operated with supercharging in the higher load range and has two injection devices (fuel injection pump and injection valve) |
FR1245520A (en) * | 1957-05-15 | 1960-11-10 | Inst Francais Du Petrole | Improvement of the operating conditions of compression ignition engines |
DE3300876A1 (en) * | 1983-01-13 | 1984-07-19 | Robert Bosch Gmbh, 7000 Stuttgart | FUEL INJECTION PUMP |
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US4543930A (en) * | 1983-11-17 | 1985-10-01 | Southwest Research Institute | Staged direct injection diesel engine |
EP0178428A2 (en) * | 1984-09-14 | 1986-04-23 | Robert Bosch Gmbh | Electrically controlled monobloc injection pump and nozzle for the fuel injection of diesel engines |
DE3540274A1 (en) * | 1984-11-13 | 1986-05-22 | Diesel Kiki Co. Ltd., Tokio/Tokyo | FUEL INJECTION PUMP |
US4704999A (en) * | 1985-06-04 | 1987-11-10 | Nippon Soken, Inc. | Fuel injection control for diesel engine |
EP0178427B1 (en) * | 1984-09-14 | 1990-12-27 | Robert Bosch Gmbh | Electrically controlled fuel injection pump for internal combustion engines |
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-
1987
- 1987-10-06 FR FR878713773A patent/FR2605055B1/en not_active Expired - Lifetime
- 1987-10-07 GB GB8723563A patent/GB2196058B/en not_active Expired - Lifetime
- 1987-10-08 US US07/105,582 patent/US4836161A/en not_active Expired - Lifetime
- 1987-10-08 JP JP62252632A patent/JP2724710B2/en not_active Expired - Lifetime
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US2356627A (en) * | 1940-06-27 | 1944-08-22 | George A Rubissow | Interruption injection pump |
DE902334C (en) * | 1942-12-29 | 1954-01-21 | Kloeckner Humboldt Deutz Ag | Injection internal combustion engine which is operated with supercharging in the higher load range and has two injection devices (fuel injection pump and injection valve) |
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US4543930A (en) * | 1983-11-17 | 1985-10-01 | Southwest Research Institute | Staged direct injection diesel engine |
EP0178428A2 (en) * | 1984-09-14 | 1986-04-23 | Robert Bosch Gmbh | Electrically controlled monobloc injection pump and nozzle for the fuel injection of diesel engines |
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Title |
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"Pilot Injection Versus Cetane Numbers", Automotive Industries, pp. 60-62, Feb. 15, 1956, by G. Lozano and C. Vogt. |
"What Can Be Gained by Pilot Injection?", Automotive Industries, pp. 533-534, Oct. 29, 1938 by P. H. Schweitzer. |
Pilot Injection Versus Cetane Numbers , Automotive Industries, pp. 60 62, Feb. 15, 1956, by G. Lozano and C. Vogt. * |
SAE Paper 929A, "Effects of Multiple Introduction of Fuel on Performance of a Compression Ignition Engine", Oct., 1964, by C. P. Gupta et al. |
SAE Paper 929A, Effects of Multiple Introduction of Fuel on Performance of a Compression Ignition Engine , Oct., 1964, by C. P. Gupta et al. * |
SAE Paper 929B, "The Effect of the Vigom Process on the Combustion in Diesel Engines", Oct., 1964, by P. Eyzat et al. |
SAE Paper 929B, The Effect of the Vigom Process on the Combustion in Diesel Engines , Oct., 1964, by P. Eyzat et al. * |
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Cited By (57)
Publication number | Priority date | Publication date | Assignee | Title |
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US5101785A (en) * | 1990-03-08 | 1992-04-07 | Toyoto Jidosha Kabushiki Kaisha | Control device for an internal combustion engine |
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Also Published As
Publication number | Publication date |
---|---|
GB2196058B (en) | 1990-08-22 |
FR2605055B1 (en) | 1991-09-27 |
GB2196058A (en) | 1988-04-20 |
FR2605055A1 (en) | 1988-04-15 |
GB8723563D0 (en) | 1987-11-11 |
JP2724710B2 (en) | 1998-03-09 |
JPS63147965A (en) | 1988-06-20 |
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